Transmission-gearing for motor-trucks.



A. F. MASURY.

TRANSMISSION GEARING FOR MOTOR TRUCKS.

' APPLICATION FILED MAY 3. 19I8.

1,290,628 Patented Jan. 7,1019.

2 SHEETS -SHEEI l.

IIIIIII WITNESS l/VVE/VTOR A. F. IVIASURY.

TRANSMISSION GEARING FOR MOTOR TRUCKS.

APPLICATION FILED MAY 3. I9I8.

Patented Jan. 7, 1919.

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I I 4 ;g5ss L Mil/M 1708 MM R/I/EVS n STATES PATENT 'oFFIoE.

nunnnr. unsun on NEW YORK, N. a, ASSIGNOR 'ro INTERNATIONAL moron comm,or NEW roan, N. Y.,

rnansmission-ennnme ron moron-muons.

To all whom it may concern:

Be it known that I, ALFRED F. MASCRY. a

citizen of the United States, residing in the borough of Manhattan ofthe city of New 'York, in

vented certain new and useful Improvements in Transmission-Gearings forMotor-Trucks.

of which-the following is a: specification, reference being had to theaccompanying drawings, fori'ning a part hereof. The transmission gearingwhich forms the subject of the present invention has been designedparticularly with reference to its use in the driving "of motor trucks,for which.

.great power and very low speed are sometimes required, and moreespecially for motortrucks in which .the drive from the reartransmission shaft to the rear axle is through bevel gears. Neverthelem,the transmimion gearing itself capable of use advantageously in thedriving of other types of motor vehicles. Usually, in'the transmissiongearing of motor vehicles, particularlyv those other than trucks, theengine shaft is, for high speed, coupled direct to the transmissionshaft. In motor trucks, such direct coupling of the driving shaft orengine shaft and the transmission shaft is unde sirable because the highspeed thus produced is not desired, while the increased power affordedby gearing down is desired. In such cases the low speed and great powerdesired are attained bv adouble reduction, usually through some form ofselective gear- Eifi, from the transmission shaft to the rear e, buttheemployment of thedouble reduction involves a wasteful consumption ofing at the rear axle.

tion of power are attained without waste ofmultiple-reduction gear- Thetransmission gearhereinafter has been deenergy through the ing to bedescribed vised with special reference to the attain= ment'of thisresult but sses desirable characteristics, particularly in the way ofsimplicity, compactness and ease of opera Specification of LettersPatent.

the State of New York, have in-' A conronarion or nnna'wann.

tion, which render it useful for other purposes than the driving -0ftrucks. The invention will be more fully explained hereinafter withreference to the accompanying drawings which it is illustrated and in'PatentedJ 511.7, 1919. p A lication-many a,- 191s. Serial no. 232. 292.

drawingshas the usual longitudinal frame members 'a. at the forward endof which is a mounted the usual motor 6. indicated by dotted lines.front steering wheels 0 and rear driving wheels 0'. pled to the motorindicated. at a". in dotted lines.is coupled directly to the drivingshaft d of the transmission indicated bv its casing a in Fig. 1 andshown in detail in Fig. 2. mission is connected through a universaljoint d with a rear transmission shaft (1 which is again coupled.through universal joint d. a bevelpinion d in mesh with a bevel gear Thetrans- I with a short shaft 17- which carries The driving shaft (I. onethrough .the usual clutch.

(l on the rear axle. this latter arrangement constituting a singlereduction, non-selective. bevel-gear drive for the rear axle.

The casing d of the transmission. with its internal members. supportsthe driving shaft (1 of the transmis ion. which forms. in effect. acontinuation of the main driving shaft on engine shaft d. and thecounter shaft e which is in alinernent with the reartransmissionshaft-ll and is coupled therewith through the universal jont (1. which mav be of any usual or suitable-construction.

transmi sion has form d therewith or seformed therewith'the third speedgears g The main-or driving shaft (l of the and g of successivelvsmaller diameters.

The. shaft e has secured thereon the external gear hand the internalgear h. these two gears being convenientlv formed on one anhulus h whichis bolted to the hub h fixed on the shaft e so as to drive thesame, or,it

may, be, formed to engage the flange hub 2' which carries one member ofthe universal joint (1*.

The main driving shaft d'-.of the transmission has mounted looselythereon av sleeve k which maybe shifted endwise by suitable means, notshown, and has at one end internal teeth is, adapted for engagement withthe pinion f, and at the other end is formed tively with either the withor has secured thereto a gear k in constant mesh with the gear-'71 onthe counter shaft Mounted on the sleeve A- is a short sleeve m which maybe moved endwise on the sleeve llby any suitable means, not necessary tobe shown. and is in rotative engagement therewith, through splines b thesleeve m having formed therewith or secured thereto a gear m adapted tomesh with the gear g when the sleeve m is moved to the left, and a gearm adapted to mesh with the gearv 9 when the sleeve is moved to theright. It will be observed that the sleeve g, which can be moved endwiseby any suitable means, not necessary to be shown'herein, is drivenconstantly through the engagement of the gear 9 withthe broad-facedpinion f. and that the sleeve is is in constant operative engagementwith the hub 72 and therefore with the rear transmission shaft d throughthe engagement of the gear 7: with the broad-faced gear 72. It willfurther be 'observed that the sleeve 9 is capable, through endwisemovement, of being broughtinto direct driving engagement with the hub kand therefore with the rear transmission shaft (27 through engagement ofthe gear 9 thereon with the internal gear or teeth 71- of theannulus 72.It will be noted further that as the gear 7 is small and the gear 9 isrelalarge, there. is always a reduction or gearing down from the mainshaft 0 to the sleeve g. When the sleeve 9 is moved to the right toplace the gear g in engagement with the annulus 71' through the teeth 72the rear transmission shaft and.,therefore. the rear axle will be drivenat the third speed. there being at that time no other gears in mesh gearor the gear 9 of the sleeve If the sleeve k be moved to the left, fromthe position shown in Fig. 2. so as to move the teeth K" into engagementwith the pin- 1011 f. the gear k being still in mesh with the gear lathehub 72 and. therefore. the transmission shaft a". will be driven at thefourth or highest speed. but nevertheless w1th a reduction. through thegears k and 72. from the main driving shaft to the rear transmis ionshaft. Under the conditions just referred to. the sleeve 9 and its gears7 rotate idly. r

The sleeve is. being constantly in driving engagement with the hub 72through the meshing of the gears k and 7a, is capable,

with the when it'is inits righthand position, of bein driven from thesleeve 9, selectively, throug the endwise movement of the secondarysleeve m. If this sleeve m be shifted to-the left, so as to place thegear m in mesh with the gear 9 the hub It and the rear transmissionshaft will be driven at the second speed, while if the sleeve m be movedendwise to the right, so as to place the gear m in mesh with the "gear 9then the hub k and the rear transmicsion shaft will be driven at thefirst .or slow speed. In each of the positions of the sleeve m justreferred to, there will be two speed changes: When the sleeve m is inits left hand position there will be a great reducton between the gearsf andg' and a slight increase between the gears g and m yielding thesecond speed or next to the lowest; and when the sleeve. m is in itsright hand position, there will be a great reduction between the gears fand g and an other great reduction between the gears g and m yieldingthe first or slowest speed. If the sleeve 9 be moved to the right, so asto place the gear g in mesh with the gear m and at the same time thegear 9 in engagement with the internal teeth 71- lIlS h, the hub k andtherefore the rear transmission shaft (i will be driven at the thirdspeed. The gears g and m and k and h are so related that the speed ofthe V hub If is the same whether produced through these gears from thesleeve 9 or throughthe direct engagement-of the teeth 72 of the annulush.

The usual reverse gears are provided on gear 9 with the drive in reversefrom the gear m but as the present invention is not concerned with or inany way dependent upon the arrangement of the reverse of the annua thirdshaft or spindle, adapted to effect a the gear 9 through gears it is notnecessary to show or describe them.

It will be understood that the relative proportions and to some extentthe arrangement of the several gears may be varied to suitdifferentconditions of use without departing from the spirit of theinvention, which is not-limited to the particular construction shown anddescribed herein except as pointed out in the accompanying claims.

I claim as my invention:

1. A selective transmission gearing for motor vehicles, comprising a.main driving shaft, a counter shaft, a driving pinion on the mainshaft, a hub mounted on the counter shaft and carrying teeth, and asleeve mounted loosely on the counter shaft and adapted for'endwisemovementthereon, said sleeve having a gear in constant mesh with thegear on themain driving shaft and a toothed portion adapted forengagement teeth carried by said hub.

2. A selective transmission gearing for shaft and having" a' gear inconstant mesh with a pinion on the main driving shaft and a second gear,a gear fixed on the coun-. ter shaft, a sleeve mounted on the maindriving shaft and having a gear in mesh with 10 the gear fixed on thecounter shaft and a gear in operative relation with said last namedsleeve and adapted to be meshed with the second gear on said sleeve.

3. A selective transmission gearing for motor vehicles, comprising amain driving shaft, a counter shaft, a driving pinion on the main shaft,a driven gear mounted on the counter 'shaft,,a sleeve mounted loosely onthev counter shaft and having one gear '20 in mesh with the drivingpinion and two other gears of different diameters, an endwise movablesleeve mounted loosely on the main shaft and having a gear in mesh withthe driven gear, and a second endwise movable sleeve mounted on the last.named sleeve and having two gears adapted to be engaged selectivelywith the second and third gears of thesleeve-on the counter shaft.

4:. A selective transmission gearing for motor vehicles, comprisin amain driving shaft, a counter shaft, a riving pinion on the main shaft,a driven gear fixed on the counter shaft, an endwise movable sleevemounted on the main shaft and having a gear in mesh with the driven gearand teeth adapted to engage the drivin pinion.

This specification signed t 's 1st day of- May, A. D. 1918. f

- ALFRED RMASURY.

